Track instrument for automatic railway block-signaling.



PATENTED APR. 10, 1906.

A. J. STEGKER. TRACK INSTRUMENT FOR AUTOMATIC RAILWAY BLOCK SIGNALING.

APPLICATION FILED MAE.2'I, 1905.

3 SHEETS-SHEET l.

immuniz- 'PATEN'I'ED APR. 10, 1906.

A. J. STBGKER.

TRACK INSTRUMENT FOR AUTOMATIC RAILWAY BLOCK SIGNALING.

APPLICATION FILED MAILB'T, 1905.

3 SHEETS-SHEET 2 No. 817,348. "PATENTED APR. 10, 1906. A. J. STBGKER.

TRAGKINSIRUMENT FOR AUTOMATIC RAILWAY BLOCK SIGNALING.

APPLICATION FILED mum, 1905.

him.

3 SHEETS-SHEET 3.

TTE STATES PATENT OFFICE;

ALFRED J. STEGKER, or DETROIT, MICHIGAN, ASSIGNOR TO HELEN r.

NICKELS, on NEW YORK, N.

TRACK INSTRUMENT FOR AUTOMATIC RAILWAY BLOCK-SIGNALING.

To all whom it may concern:

Be it known that I, ALFRED J. SrEoKER, a citizen of the United States, residing at Detroit, county of Wayne, State of Michigan, have invented a certain new and useful Improvement in Track Instruments for Automatic Railway Block-Signaling, of which the following is a specification, reference being had to the accompanying drawings, which form a part of this specification.

My invention has for its object to provide a track instrument for automatic railway block-signaling; and it consists of devices and appliances hereinafter described and claimed, and illustrated in the accompanying drawings, in which Figure 1 is a diagrammatic view illustrating features of my invention, the same being shown in connection with electromagnetic registering instruments and with signaling mechanism to more fully disclose the nature and design of the present invention. Fig. 2 is a view in vertical transverse section through a railway-rail and portions of the track instrument connected therewith. Fig. 3 is a view, partly in plan and partly in horizontal section, illustrating features of my invention. Fig. 4 is an enlarged detail view, in vertical section, through the railway-rail and portions of the track instrument adjacent to the railway-rail. Fig. 5 is a view in side elevation, showing parts in vertical section. Fig. 6 is a detail view of the head of the lever n. Fig. 7 shows the insulation of the contact end of one of the bars 9 z from the body of the bar.

The automatic railway block-signaling apparatus comprising my resent invention is designed to automatical y accomplish what elaborate block-signaling systems now accomplish by the employment of operators and expensive apparatus, thereby securing the desired results of a block-signaling system in a less expensive and in a most efiicient manner. a

By the improved system and apparatus of which my present invention constitutes a part the signal is so arranged that the first wheel of a train entering a given block at any rate of speed causes a danger-signal to be displayed at either end of the block or at any point required. Each succeeding wheel following continues to lock the signal to danger in such a manner as to render it abso- Specification of Letters Patent.

Application filed March 27,1905. Serial No. 252.384.

Patented April 10, 1906.

lutely necessary that every wheel of the train that has passed. into the block shall pass out of it before the signal can be restored to safety. All sidings and drawbridges connected with the main track are covered by this system, and any derangement of the same at once causes a danger-signal to be displayed at both ends of the block in which thederangement occurs. It is also an effective protection against trains broken in two, as the signal cannot return to safety until the entire train has passed out of the block. Neither snow, ice, nor temperature has any effect whatever on the working of the signal. Its application to the railroad in no way interferes with the track or road-bed, the track implement being clamped or bolted to the rail in a simple but effective manner. insulation or bonding of the rail is required.

I carry out my present invention, as follows: T

A railway track or rail is indicated at a. My invention contemplates the employment of two sets of track instruments, of similar construction, located at a suitable distance apart to divide the railway-track into sections or blocks of desired length. Each of said instruments comprises, as shown, a clamping device I), constructed to be clamped upon the rail, as upon its base, an additional clamping-arm 0 being employed upon the opposite side of the rail, the two clamping devices being secured together, as by a bolt d. The clamping device 1) preferably extends underneath the rail, as shown, the two clamping features being bolted together underneath the rail. Fulcrumed to the lower bifurcated extremities of the clamping device b, as shown at e e, is a yielding oscillatory track devicef, preferably bifurcated at its lower end. Toward its upper end the oscillatory device f is engaged with the rail by a yielding bolt 9, passed through the web of the rail, one end of said bolt being provided with a spring h and with a nut i to adjust the tension of the spring. The spring and nut, with the adjacent end of the bolt, are located in a housing j. The upper end of the oscillatory track device projects slightly above the tread of the rail in proximity thereto, so that a car-wheel passing over the adjacent portion of the rail will force the upper end of the oscillatory device outward and away from the rail. My invention contemplates locating two of these oscillatory devices adjacent one to the other at each end of the section or block. With each of said oscillatory devices is connected a reciprocatory bar or rod 7c, actuated by the movement of said device.

It will be apparent that the spring upon the bolt 9 will return the device to normal position when free to move.

I prefer to lead the rods 1c through corresponding protecting sleeves or cases Z. At their opposite extremities the rods 7c are preferably provided with rollers m to contact with the adjacent end or head of a swinging lever n, fulcrumed, as at p. Said lever is preferably constructed with a head having a beveled surface on each side thereof, as shown at 6 and 7, the one bein located toward the upper edge or surface 0" the head and the other toward the lower edge or surface thereof. Below the beveled surface 6 is a recess or pocket 18, and above the surface 7 is a recess or pocket 19. It will be evident that when a car-wheel is proceeding in the direction of the arrow in Fig. 1 the right-hand roller m in said figure will be advanced into contact with the adjacent beveled surface of the lever n, throwing said lever in a corresponding direction. The adjacent wheel m will then enter the corresponding recess or pocket 18 of the lever, the wheel entering the pocket 18 being, in the case supposed, idle in the advancement of the wheel in the direction of the arrow. Obviously, however, when a carwheel is going in the opposite direction the action of the two adjacent wheels m m upon the head of the lever will be reversed.

The rods 75 of the two adjacent devices f are preferably led intoproximity at their outer ends, so that their respective rollers will be normally adjacent, so that when one of the adjacent rods is actuated in the manner described the roller thereof will be forced upon the adjacent surface of the head of the lever 'n, thereby tilting said lever in a corresponding manner. The opposite end of said lever is engaged to actuate electrical contact devices, as movable contact-bars g and 2. The body of the bars g z, with the lever n and the rollers m, are provided with an inclosing case 1'. The bars (1 2 are provided with springs s, inclosed in housings r, the said bars each provided with any suitable devices to regulate the tension of the springs s. The outer extremities of said contact-bars are provided with heads normally in electrical contact with suitable contacts in an electrical circuit hereinafter described, as points or springs u y, and are in such position in relation to the lever 'n as to cause one of them at a time to receive the pressure of the lever when the lever is tilted, as'above set forth, by the passage of a car-wheel over the corresponding track instrument, throwing the corresponding bar out of electrical contact with the corresponding contact-points and breaking the electrical circuit in which the contact-points are located.

Two electromagnetic registering instruments are represented at v '0. These registering instruments may be of any desired construction within the scope of my present invention. As shown, however, they comprise the electromagnetic registering instruments embodied in Letters Patent of the United States, granted May 21, 1889, to Thomas A. Casey, No. 403,515. Each of said instruments comprises two sets of electromagnets w m, suitably supported, the magnets ac effecting the counting in of the registering mechanism and the magnets w the counting out of the same. It will be unnecessary herein to specifically describe said registering instruments, as by reference to said Letters Patent their construction maybe fully understood, and specifically they form no part of my present invention, except as they enter into combination with my improved track instrument to effect the desired results hereinbefore stated.

The numerals 8 and 9 represent electromagnetic signaling apparatus. So far as my present invention is concerned, they may be of any suitable construction. That shown herewith, however, will be more fully understood by reference to a companion application filed simultaneously herewith for a railway signaling apparatus, and reference is hereby made thereto for a fuller description and illustration of the same. The electrical features of said signaling apparatus comprise electromagnets 11 and 12, by the attraction of which the signals are actuated.

The electrical circuits for operating the registering instruments 1) v and the signaling apparatus 8 9 are the same as indicated in the patent to Casey above referred to. Said circuits are normally closed and are formed as follows: From the contact-points y runs a conductor 1 to a binding-post on the support of the corresponding instrument 0), and from thence is extended a conductor 2 to the binding-post 30 on said support. A conductor 3 extends from the latter binding-post to the magnets of the corresponding signaling apparatus, as to magnets 12. A conductor 4 runs from the other magnet of the signaling device to the binding-post 10, and from thence a conductor 5 runs to the corresponding magnet 00, and from thence a conductor 6 runs to the binding-post 20 and then to the ground.

The foregoing is the normal condition of circuit of battery 17, and by the circuits through the magnets 11 and 12 the signals of the corres onding signaling apparatus 8 and 9 are helc in position to indlcate safety. When, however, the circuit is broken in the manner above described by the first wheel of a train passing over the track instrument,

the signal is moved into position to indicate danger, and so held until the last wheel of the train has passed out of the corresponding section or block.

From the contact-points a of each track instrument is extended a conductor 13 to the binding-post 40, and from said binding-post runs a conductor 14 to the corresponding magnet w, and from thence a conductor 15 runs to the ground, the foregoing being the circuit of battery 17. I11 connection with the circuit of battery 17 I employ a shunt 16, so arranged in relation to the electric connections of the corresponding signals 8 and 9 as to form a shorter circuit with less resistance direct to the magnets :20, and thereby cut the signal out of the circuit. This shunt-circuit may be arranged as described in said patent to Casey and have like operation. As set forth in said patent to Casey the registering instrument is so constructed and arranged that the passage of each car-wheel on one side of the track is registered, and the signals cannot be restored to normal position until each wheel so registered has passed from. the corresponding section or block and similarly actuated the counterpart registering apparatus at the terminal end. of the block. The passage of a train in the opposite direc tion will similarly actuate the corresponding registering and signaling instruments. When all the wheels of the train have passed over the entering track instruments of a given block and each has actuatedv the corresponding registering mechanism, the mechanism remains at rest holding the signals at danger until the wheels have each passed oil from the track instruments at the terminal end of the block. The instant this takes place the signals are permitted to return to the normal condition of safety.

The circuit-breakers of the two sets of track instruments are adapted to be actuated separatelyand independently of each other by the movement of the corresponding track instrument and by each pair of wheels moving in opposite directions. Separate electric circuits are employed in which the circuitbreakers are interposed with suitable bat teries in each circuit. It will be understood thus that the same number of car-wheels must actuate the proper track instrument at the terminal end of the block as actuated the corresponding track instrument at the initial end of the block before the signal mechanism can be restored to safety. In other words, the same number of wheels must pass off the block as passed onto it before the signal mechanism can resume a safety position, the whole mechanism being automatic in its operation, being governed wholly by the movements of the wheels of the railwaytrain.

What I claim as my invention is- 1. In a railway track instrument an oscillatory device adjacent to a railway-rail arranged to swing vertically toward and from the railway-rail and a circuit-breaker actuated by said device.

2. In a railway track instrument a vertically-oscillatory device adjacent to the railway-rail arranged. to swing toward and away from the rail, a circu.itbreaker, and a rod actuated by the movement of said device to actuate the circuit-breaker.

3. In a railway track instrument, an oscillatory device adjacent to a railway-rail arranged to swing toward and away from the railway-rail, an oscillatory lever actuated by said device, and a circuit-breaker actuated by the movement of said lever.

4. In a railway track instrument an oscillatory device adjacent to the railwayrail, an oscillatory lever actuated by said device, and a reciprocatory contact-bar actuated by the movement of said lever.

5. In a railway track instrument, an oscillatory device adjacent to the railway-rail, an oscillatory lever actuated by said device, and contact-bars actuated in opposite directions by the movement of said lever.

6. In a railway track instrument, oscillatory devices adjacent to the railway-rail, an oscillatory lever actuated by each of said devices, and circuit-breaking mechanism actuated by said lever.

7. In a railway track instrument oscillatory devices located adjacent to a railwayrail, an oscillatory lever, a rod connected with each of said devices to actuate said lever, and circuit-breaking mechanism actuated by said lever.

8. In a railway track instrument, oscillatory devices located adjacent to a railwayrail, an oscillatory lever having converging lateral surfaces at one end thereof, and means actuated by said devices to contact with said surfaces of the lever on opposite sides thereof.

9. In a railway track instrument, an oscillatory device located adjacent to a railwayrail arranged to swing toward and away from the rail, a contact circuit-breaking bar, and mechanism actuated by said device to actuate said bar.

10. In a railway track instrument, a clamping device, an oscillatory device loeated adjacent to a railway-rail, fulcrumed to said clamping device and arranged to swing toward and away from the rail, and circuit-breaking mechanism actuated by said oscillatory device.

11. In. a railway track instrument, a clamping device constructed to be clamped upon a railway-rail, an oscillatory device lnlerumed to the clamping device to swin toward and from the rail, and circuit-breadzing mechanism actuated by said oscillatory device.

12. In a railway track instrument, a vertically oscillatory device adjacent to the rail- IIO way-rail to swing toward and from the rail, circuit-breaking mechanism actuated by said device, and means to restore said device to normal position.

13. In a railway track instrument, a clamping device, constructed to be clamped upon a railway-rail, an additional clampingarm on the opposite side of the rail and secured to said clampin device, an oscillatory device fulcrumed to the clamping device arranged to swing toward and away from the rail, circuit-breakin mechanism, means actuated by the oscilIatory device to actuate the circuit-breakin mechanism, and means to restore the osci latory device to normal position.

14. In a railway track instrument, a clamping device to engage a railway-rail, a clamping-arm to engage the rail on the oppo site side thereof and secured to the clamping device, an oscillatory device fulcrumed to the clamping device, a yielding bolt passed through the web of the rail and engagin the oscillatory device, circuit-breaking mec anism, and means actuated by said oscillatory device to actuate the circuit-breaking mechanism.

15. In a railway track instrument, two oscillatory devices located adjacent to the railway-rail, an oscillatory lever, rods connected with said oscillatory devices respectively to contact with opposite sides of said lever at one end thereof to actuate the lever in opposite directions, and circuit-breaking mechanisms actuated by the movement of said lever.

16. In a railway track instrument, an oscillatory device located adjacent to a railway-rail, an oscillatory lever, means actuated by said device to actuate said lever, circuit-breaking mechanism actuated by said lever, and means to restore the circuit-breaking mechanism to normal position.

17. In a railway track instrument, two oscillatory devices located adjacent to the rail way-rail, an oscillatory bar connected with each of said devices respectively to engage one end of said lever to actuate the lever in opposite directions, oppositely-arranged circuit-breaking bars actuated in opposite directions by said lever, and means to restore each of said bars to normal position.

18. In a railway signaling system the combination of registering mechanism comprising electromagnets and an electric circuit connected therewith, signaling mechanism electrically connected with the registering mechanism, and a track instrument to 0011-" trol the electric circuit connected with the registering mechanism, said track instrument comprising an oscillatory device located adjacent to a railway-rail to swing toward and from the rail, and circuit-breaking mechanism actuated by said oscillatory device.

19. In a railway signaling system the combination of registering mechanisms located at desired distances the one from the other, an electric circuit connected with each of said mechanisms, a signaling mechanism electrically connected with each of the registering mechanisms, track instruments located at desired distances apart the one from the other to control the circuits connected with said track instruments, each comprising an oscillatory device located adjacent to a railway-rail to swing toward and from the rail, and a circuit-breaker actuated by each of said oscillatory devices.

20. A railway block-signal system comprising two track instruments arranged at each end of the block and adjacent to a railway-rail, each arranged to be actuated by each car-wheel passing on the adjacent rail, a circuit-breaker for each track instrument, an electric circuit normally connected with each of the circuit-breakers, and two sets of registering mechanisms arranged to be actuated by said circuits, the registering mechanisms being actuated in opposite directions by the change of the direction of the car-wheel.

21. A railway block-signal system comprising two track instruments arranged at each end of the block and adjacent to a railway-rail, each arranged to be actuated by each carwheel passing on the adjacent rail, a circuit-breaker for each track instrument, an electric circuit normally connected with each of the circuit-breakers, and two sets of registering mechanisms arranged to be actuated by said circuits, the registering mechanisms being actuated in opposite directions by the change of the direction of the car-wheel, and electromagnetic signaling mechanisms arranged to be actuated by said registering mechanism.

In testimony whereof I have signed this specification in the presence of two subscribing witnesses.

ALFRED J. STECKER.

Witnesses:

FRANK O. CHAPMAN, H. P. NIoKELs. 

